The Tiefladeanhanger fur Panzerkampfwagen 22/23t (Sd. Ah. 116) was a flat-bed trailer for armored vehicles - was officially introduced in December 1940 (A.H.M. 1940, Blatt 30 from 21st December 1940, No. 1275). It succeeded the similar testing model which was designated Tiefladeanhanger fur Panzerkampfwagen 20t (Vs. Ah. 642). Armored vehicles up to a weight of 22 tons, later 23 tons, could be transported. On the rear carriage there was a cabin for a second driver. Usually, it was towed by a Sd. Kfz. 8 or a Sd. Kfz. 9.

For loading or unloading an armored vehicle, the platform had to be lowered and the rear chassis had to be removed. Although the payload was specified as 22/23 tons, heavier loads up to 28 tons were sometimes transported with the Sd. Ah. 116. The Sd. Ah. 116 had a total length of 14.4 meters and a with of about 3 meters. The whole train had a considerable length which demanded a high grade of expertise from the drivers.

Pictured here is a 1:43 scale replica of a German Sonderanhanger Sd. Ad. 116 22-ton tank transporter. Now in stock!

Dimensions
Length: ?-inches
Width: ?-inches

Release Date: ?

Historical Account: "Push-Pull" - The 116 special trailer consisted of a two-axle front chassis with axle handle through the train fork and a two-axle rear chassis with air-supported horse steering. In previous variants (type Ba 38), the passenger on the rear chassis did not have a covered driver's cab. From the type Ba 41 it was covered. Together with the front chassis and the loading bridge, a loading ramp could be assembled. For loading or unloading, the rear chassis was removed or retracted. In order to be able to load damaged and no longer drive vehicles, there was a spill rope on the tractor with which the vehicles could be pulled onto the trailer.

The front chassis was welded together from longitudinal and cross beams. In the middle of the frame were two bearings for mounting the loading bridge. This was fixed by two removable mounting bolts. In the middle there was also a breakthrough with a rope guide roller, in which the spill rope was carried out by the pulling car. Two laying blocks were housed in special mounts. The suspension of the front car took over four carrying springs, which were designed as sliding springs. The front axis was straight, while the rear axis was cranked. This prevents the main length carriers from coming into contact with the axis when driving through subsidence or increases. In order to intercept and dampen the vibrations between the loading ]bridge and the chassis frame, two shock absorbers were installed.3] The steering was transferred to the steering knives by means of the movement with the removable train fork. The arrangement of the wheels merely allowed an impact angle of 22 degrees. To prevent further smashing, chains were installed. A special signaling device on the passenger car indicated to the driver when this impact angle was reached. To be able to push the trailer backwards, the jig fork was removable. Furthermore, it could also be attached to the rear chassis. If this was the case, the bolts had to be locked on the front chassis for the steering to lay the steering on it.

The loading bridge was suspended between the front and rear chassis. This consisted of two main longitudinal beams with recording storage at the ends. The front and rear chassis were attached to these. At the rear of the longitudinal beams there was a pull-out hook to pull the load bridge to the device to be loaded after the rear chassis has been extended. The loading bridge was widened by other cross and longitudinal beams. On the sides, the floor covering was reinforced, since there was the largest load of the loaded device. These lanes can be folded up at the front part. The trailer could be used as a loading ramp through the folding. Furthermore, there were two rampover bridges where the device to be loaded could be loaded onto the trailer. When not in use, these piers were placed on the front chassis during transport or non-use. In order to be able to lash the device, a lashing device was installed at the front and rear side on each side. This consisted of chains, which were mounted in two spring-loaded angle levers on the cross beam. The rear chains were adjustable by [spindles.

The rear chassis is basically similar to the front chassis. However, the front axle was cranked here to create space for the two main longitudinal carriers of the loading bridge. The rear axis was straight. The steering was an axle handle here and independent of the front chassis. In contrast to the front chassis, it was not automatic, but had to be operated by a handlebar from a steering wheel. The steering movements were transferred to the axle legs of the rear axle by a steering wheel. The front axle could be controlled by a steering lever. In order to reduce the steering wheel, compressed air steering was installed. Two lifting winches were installed in the rear chassis for lifting and lowering the loading bridge. The driving force of the winches was done by hand by means of adjustable hand cranks. In order to lift and lower the loading bridge with load, there was a so-called slow passage. The high speed was used to operate the loading bridge without a load.

The brake on all parts was a pneumatic brake, which acted on all eight wheels. A hand screw brake was installed on the rear chassis as parking brake. The compressed air was supplied by the tractor. The electric current was removed from the traction car by a three-pole socket. At the front and rear chassis there were two side lights on each side. At the rear chassis there was a brake and final light on each side. A signal system was installed to enable communication between the driver and the driver on the rear chassis. However, there was no voice communication, but it was communicated with light signals. There was a switchboard, which indicated the desired direction. Both handlebars also had a signal horn to be able to point out dangers or problems as quickly as possible or to move with previously discussed signals. For example, there was the horn signal once short, once long, what was ready to start! or it is approached! meant. For example, it was meant stop twice!, three times short the threat braking or emergency braking was.

The trailer could be loaded on railway carriages, but then no device was allowed to be on the trailer. The loading was only allowed to be done on certain freight cars. These included the S- and Sm cars, SS and SS cars, SS and SS a-carriages.